Vehicle frame component

ABSTRACT

A vehicle frame component for limiting the movement of the wheel of the vehicle toward the cab of a cab on frame vehicle including a base member welded to openings in the frame side rail and extending outwardly and located proximal the wheel structure. In one embodiment the vehicle frame component is located forward of the wheel and includes a tire puncture device to deflate the tire during an offset front impact and in a second embodiment the vehicle frame component is located rearward of the wheel. The vehicle frame component has particular utility during an offset front impact where the offset is less than approximately twenty-five percent (25%) of the width of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATION

This patent application is a divisional of, and claims priority to andall advantages of, U.S. patent application Ser. No. 14/926,140 filed onOct. 29, 2015, which is a divisional of, and claims priority to and alladvantages of, U.S. patent application Ser. No. 14/725,735 filed on May29, 2015, now issued as U.S. Pat. No. 9,376,073, which is a divisionalof, and claims priority to and all advantages of, U.S. patentapplication Ser. No. 13/966,790 filed on Aug. 14, 2013, now issued asU.S. Pat. No. 9,079,619, each of which is incorporated herein in itsentirety.

BACKGROUND

It is generally known to provide a vehicle including a vehicle frame. Itis generally known to provide a cab on frame type vehicle where a cab orbody is produced and then installed on the separately produced andshipped vehicle frame. It is generally known to provide a body on framestructure for use with a pickup type vehicle.

A small overlap frontal crash test is designed to replicate what happenswhen only a relatively small portion of the front corner of a vehiclecollides with another object like a vehicle, tree, utility pole or thelike. To test vehicles for this type of performance, a small overlapfrontal test has been developed. In the small overlap frontal test, avehicle travels at 40 mph toward a 5-foot-tall rigid barrier and onlythe outer 25% of the vehicle width is impacted into the barrier—seeFIG. 1. It is generally understood that most modern vehicles aredesigned to have safety cages encapsulating the occupant compartment andbuilt to withstand head-on and overlap frontal crashes with controlledand limited deformation. This is because the crush zones of the mainbody and frame structures are designed to manage the crash energy toreduce forces on the occupant compartment and its occupants. When acrash involves these structures, the occupant compartment is generallyprotected from intrusion, and the airbags and safety belts can performto restrain and help protect occupants. Small overlap frontal crashesprimarily affect a vehicle's outer edges, which may not be directlyprotected by the known crush-zone structures. Crash forces may godirectly into the front wheel, suspension system and firewall. In asmall overlap crash which does not engage the main structures of thevehicle it may be possible for the wheel to be forced rearward towardthe occupant compartment. It is believed that the safety cage or cabneeds to resist such crash forces that aren't tempered by crush-zonestructures.

Even though such crush-zone and body (or cab) on frame type structureshave long been known, there remains a continuing and significant need toprovide added improved impact or crush performance. In particular, therelong remains a continuing and significant need to provide additionalimproved impact performance by better reducing intrusion of the forwardstructures of the vehicle into the body or cab of the vehicle.

DRAWINGS

FIG. 1 is an overhead graphic view of a small overlap frontal crash testsimulation including a vehicle;

FIG. 2 is a partial, perspective graphic view of a vehicle includingfront and rear tire blocker structures according to an exemplaryembodiment of the present disclosure;

FIG. 3 is a perspective graphic view of front and rear tire blockerstructures according to an exemplary embodiment of the presentdisclosure;

FIG. 4 is a partial, perspective graphic view of the exemplaryembodiment of FIG. 3 with the vehicle cab structure removed and showingthe frame;

FIG. 5 is a partial, perspective graphic view of the exemplaryembodiment of FIG. 3;

FIG. 6 is a partial, perspective graphic view of the front blockerstructure according to the exemplary embodiment of FIG. 3;

FIG. 7 is an partially exploded, perspective view detailing thecomponents of the front blocker structure of FIG. 6;

FIG. 8 is an alternate partial, perspective graphic view of theexemplary embodiment of FIG. 6 detailing the integration of the frontblocker structure with the side frame rail of the vehicle frame;

FIG. 9 is a graphic section view of the exemplary embodiment of theblocker structure of FIG. 5 taken along the line 9-9 shown therein;

FIG. 10 is a partial, graphic section view of the exemplary embodimentof the blocker structure of FIG. 8 taken along the line 10-10 showntherein;

FIG. 11 is an partially exploded, perspective view detailing thecomponents of a front blocker structure of an exemplary embodiment ofthe present disclosure;

FIG. 12 is partial, graphic perspective view of the rear blockerstructure of the exemplary embodiment of FIG. 3;

FIG. 12A is top plan graphic view of the clip support structure of theexemplary embodiment of FIG. 12;

FIG. 13 is a partial, perspective graphic view of a front blockerstructure including a tire deflation device according to an exemplaryembodiment of the present disclosure;

FIG. 14 is a top plan graphic view of the exemplary embodiment of FIG.13;

FIG. 15 is a partial, perspective graphic view of the exemplaryembodiment of FIG. 13 prior to impact with the barrier of the test setup of FIG. 1; and

FIG. 16 is a partial, perspective graphic view of the exemplaryembodiment of FIG. 13 after impact of the vehicle with the barrier ofthe test set up of FIG. 1.

DETAILED DESCRIPTION

Referring in general to all of the Figures and in particular to FIGS. 3through 10, there is disclosed in an exemplary embodiment of a portionof a vehicle 1. The vehicle 1 may include a wheel 2 for providingmobility to the vehicle 1. The wheel 2 may include a tire 3 and a rim 4.The vehicle 1 may include a vehicle frame 10 and a cab or body 7 as bestshown in FIG. 2. Accordingly, the vehicle 1 has a cab (or body) on frameconstruction such as may be known for use as a pickup truck or the like.The vehicle 1 further includes a bumper or impact absorber 6 located atthe car forward end of the vehicle 1. Referring now with a particularfocus on FIG. 4, it may be observed that the vehicle frame 10 mayinclude left-side and right-side side beams, frame rails or members 11and 12, respectively, as may be generally known for a cab on frame typevehicle. It should be noted that the frame side rails 11 and 12generally extend in a direction aligned with the car forward directionof vehicle 1 is identified by the directional arrows on the left side ofFIGS. 2 and 4.

The vehicle frame 10 further includes a plurality of cross members forcoupling the left and right side rails frame members 11 and 12,respectively. A first cross frame member 13 is located proximal the carforward direction and extends between the left-side frame rail 11 andthe right-side frame rail 12. A second cross frame member 14 alsoextends between the left-side frame rail 11 in the right-side frame rail12 at a location rearward of the cross frame member 13 and generallyaligned with and proximal the wheels 2 of the vehicle 1. The vehicleframe 10 further includes a cross frame member 15 located rearward ofthe cross frame members 13 and 14 and generally aligned under apassenger compartment 5 of the cab 7 of the vehicle 1. The cross framemembers 13, 14 and 15 extend longitudinally and the cross car directionand are coupled to the left-side frame rail 11 and the right-side framerail 12 using any known or appropriate structure or process.

The vehicle frame 10 may further include left-side and right-side cabmount brackets 16 and 17, respectively, located proximal the second andthird cross frame members 14 and 15, respectively, and coupled to theleft-side and right-side side frame rails 11 and 12, respectively asbest shown in FIG. 4. Each of the cab mount brackets 16 and 17 mayinclude a passage or hole for receiving a post or other extension memberof the cab 7 for coupling the cab 7 to the vehicle frame 10. The vehicleframe 10 may further include a pair of left-side and right-side shocktower brackets 31 and 32, respectively, located proximal the wheels 2and between the first and second cross frame members 13 and 14,respectively, and coupled to the left-side and right-side side framerails 11 and 12, respectively. The left-side and right-side shock towerbrackets 31 and 32 may each include a passage or hole receiving a posterother extension member of the cab 7 for coupling the cab 7 to thevehicle frame 10. The vehicle frame 10 may further include left-side andright-side front impact absorber or bumper mount brackets 21 and 22,respectively, coupled to the car forward ends of the left-side andright-side side frame rails 11 and 12, respectively. The vehicle frame10 and its various components may be preferably made from a highstrength and/or ultra-high strength steel and may be coupled togetherusing known or appropriate fastening or coupling structure or process,including in particular a metal inert gas (MIG) welding process.

The vehicle frame 10 may further include left-side and right-side frontblocker structures 100 and left-side and right-side rear blockerstructures 200 coupled to the left side and right side frame members 11and 12, respectively. The front blocker structure 100 is coupled to theside frame rail 11 at a location car forward and proximal the wheel 2.The left side vehicle frame rail 11 includes a first hole or passage 41and the left side wall of the frame rail 11 includes a second hole orpassage 51 in the right side wall of the frame 11. The front blockerstructure 100 is located in and extends through the first passage 41 andthe second passage 51. The front blocker structure 100 extends in adirection substantially aligned with the cross car direction (which isnormal or perpendicular to the car forward direction) and outward fromthe frame rail 11 such that in a small offset frontal impact (where theimpact is less than 25% of the vehicle width (see FIG. 1)), the frontblocker structure 100 will be impacted before the wheel 2. Since thefront blocker structure 100 is coupled to the left side vehicle framerail 11, at least a portion of the energy of the small offset impactwill be transferred to the left side frame rail 11 and therefore nottransferred to the wheel 2. Since there is less energy transferred tothe wheel 2, there will be less energy to move the wheel 2 toward thecab 6 of the vehicle 1 and therefore there will necessarily be lessintrusion of the occupant compartment 5. Accordingly, it may beappreciated that the front blocker structure 100 may function to limit,and to control and guide the movement of the wheel 2 during an offsetimpact to the vehicle 1.

Referring more particularly known to FIGS. 7 through 10, the details ofthe front blocker structure 100 are shown. In particular, the frontblocker structure 100 includes a base member 110 and an extension member120. The front blocker structure 100 may also include, in one particularexemplary embodiment, a cab mount bracket or base member 150 coupled tothe base member 110. The cab mount bracket 150 may preferably be astamped high strength or ultrahigh strength steel material that includesa generally planar middle portion 151 and depending or folded legs 156.The middle portion 151 and the legs 156 may preferably be sized tocorrelate with the outer perimeter of the base member 110. The mountingbracket 150 includes a first end 152 and a second end 153 as best shownin FIGS. 6 and 7. The mounting bracket 150 may further include anopening, hole or passage 155 in the planar middle portion 151. The hole155 may preferably be aligned with the hole 115 in the base member 110and the passage 145 in the extension member 120 as best shown in FIG. 9.In one exemplary embodiment according to the present disclosure, thedistal ends of the legs 156 may be welded to the outer periphery of thebase member 110 using a MIG welding process.

In one particular exemplary embodiment, the base member 110 of the frontblocker structure 100 may be a generally tubular structure made from ahigh strength or ultrahigh strength steel using a stamping, forming andwelding process or any other known and appropriate process for producingan object from such material. The base member 110 includes a first end112 and a second end 113 and has a generally longitudinal extent therebetween defining a generally longitudinal axis. The base member 110 hasa generally rectangularly shaped cross-section in a directionperpendicular to the longitudinal axis but may have other known andappropriate cross-section shapes. The base member 110 has a generallytubular shape including a cavity, chamber or passage 111 extending fromthe first end 112 to the second end 113. The base member 110 furtherincludes a plurality of holes or passages 116 in its upper and lowersurfaces and located proximal the end 112. The base member 110 iscoupled by welding to the left side frame rail 11, as best shown inFIGS. 8 and 9.

The base member 110 of the front blocker structure 100 is welded to theholes 41 and 51 in the left side frame rail 11. The end 113 of the basemember 110 may extend inboard of the left side frame rail 11 in thecross car direction a sufficient amount such that a MIG weld may beformed around the entire perimeter of the base member 110 and theopening hole 51 of the left side frame rail 11. Similarly, a MIG weldmay be formed around at least a portion of (or alternatively theperimeter of the base 110 and the opening hole 41 of the left side framerail 11 to securely couple the base member 110 of the front blockerstructure 100 to the vehicle frame 10. Alternatively the weld may be ofany known or appropriate type and may be formed around the entireperimeter of the openings 41 and 51. The base member 110 furtherincludes an opening or hole or passage 115 in the upper surface andlocated between the first end 112 and the second end 113. The basemember 110 further includes an opening or hole or passage 117 in thelower surface and located between the first end 112 and the second end113 and the hole 117 is generally aligned and overlapping with the hole115 to provide the ability for a structure (such as a mounting post ofthe cab 6) and assembly tools to pass through the components of the basemember 110.

The front blocker structure 100 may further include the extension member120 which may be coupled to the base member 110. In one particularexemplary embodiment according to the present disclosure, the extensionmember 120 may include a first or bottom portion 130 and a second orupper portion 140 as best shown in FIGS. 7 through 10. The extensionmember 120 may be preferably coupled to the first end 112 of the basemember 110 using any known or appropriate type of removable coupling,such as the fasteners 160. The extension member 120 has a generallylongitudinal extent from a first end 122 to a second end 123. Theextension member 120 has a generally tubular construction including agenerally longitudinal axis and having a generally rectangularly shapedcross section in a direction perpendicular to the longitudinal axis ofthe extension member 120. Notably differing from the base member 110which has a generally constant cross-section in a directionperpendicular to its longitudinal axis, the extension member 120 has agenerally varying sized cross-section in a direction perpendicular toits longitudinal axis. The extension member 120 may have either aconstant or a varied size cross-section (or a combination thereof) in adirection perpendicular to its longitudinal axis. Accordingly, theextension member 120 may include a generally hollow passage or chamber121 extending from the first end 122 to the second end 123. The outerperimeter of the first end 122 of the extension member 120 maypreferably be sized and shaped to be quickly and securely received inthe passage 111 of the base member 110.

The first or bottom portion 130 of the extension member 120 may beformed from a high strength or ultrahigh strength steel in a stampingprocedure to include a first surface 131 having a generally planarextent and including a pair of depending side extensions 134 and 137.The width of the first surface 131 varies between the first end 122 andthe second end 123 of the bottom portion 130. The second or upperportion 140 of the extension member 120 may also be formed from a highstrength or ultrahigh strength steel in a stamping procedure to includea first surface 141 having a generally planar extent and including apair of depending side extensions 144 and 147 having complementaryshapes to the depending side extensions 134 and 137 of the bottomportion 130. Since the depending side portions 144 and 147 overlap withat least a portion of the depending side extensions 134 and 137 of thebottom portion 130, the first surface 131 of the bottom portion 130generally has the matching shape to the first surface 141 of the upperportion 140 but may be slightly larger. Accordingly, the extensionmember 120 may be assembled by producing the bottom portion 130, the topportion 140 and coupling the portions together and then welding themusing a MIG welding or similar process.

In one exemplary embodiment according to the present disclosure, thefirst surface 141 of the upper portion 140 may include a passage oropening 145 extending from the first end 122 and toward the second end123. The opening 145 in the upper surface 141 of the upper or topportion 140 of the extension member 120 overlaps with at least a portionof the openings 115 and 117 in the upper and lower surfaces,respectively, of the base member 110. Accordingly, as may be best seenin FIG. 9, the mounting post eight of the cab 7 is may extend throughopenings in the base member 110 and the extension member 120 so the cab7 may be secured to the vehicle frame 10.

In one exemplary embodiment according to the present disclosure, thefirst surface 141 of the upper portion 140 may include holes 146 to bealigned with the holes 116 of the base member 110 when the first end 122of the extension member 120 is received in the passage 111. Similarly,the first surface 131 of the bottom portion 130 may include holes 136 tobe aligned with the holes 116 of the base member 110 and the holes 146of the upper portion 140 when the first end 122 of the extension member120 is received in the passage 111 of the base member 110. Accordingly,the extension member 120 may be coupled to the base member 110 usingfasteners 160 which may be secured using nuts 161 which may be MIG orprojection welded to the outer surface of the base member 110 once thefasteners 160 are inserted through the holes 146, 116 and 136 of therespective components and the nuts 161 are tightened. Accordingly, thedesign and construction of the front blocker structure 100 according tothe present disclosure provides a bolt on extension member 120 to thebase member 110 that may allow for more flexible assembly options.

In one exemplary embodiment according to the present disclosure, thefront blocker structure 100 may further include a cab mounting pad,support, member or structure 170 coupled to the cab mount bracket 150.The cab mounting support 170 may include a passage 172 extending throughthe cab mounting support 170 and aligned with the hole 155 of the cabmounting bracket 150. The cab mounting support 170 may include any knownor appropriate material and may preferably be made from an appropriatelyresilient yet sufficiently strong material for securely mounting the cab6 to the vehicle frame 10 while also helping to properly insulate theoccupant compartment 5 of the cab 6 from forces transferred form thevehicle frame 10.

In one particular exemplary embodiment according to the presentdisclosure, the extension member 120 may be coupled to the base member110 at any appropriate time during the vehicle assembly process. In oneexemplary embodiment, the extension member 120 may be coupled orassembled to the base member 110 during the manufacturing and assemblyof the vehicle frame 10. In one particular exemplary embodimentaccording to the present disclosure, the extension member 120 may beseparately produced from the production of the vehicle frame 10 andassembled to the vehicle frame 10 at any time prior to the cab 6 beingassembled to the vehicle frame 10. More particularly, the extensionmember 120 may be assembled to the vehicle frame 10 after the vehicleframe 10 has been produced and transported to the vehicle assembly plantwhere the cab 6 may be assembled to the vehicle frame 10.

In one exemplary embodiment according to the present disclosure, theproduction of the vehicle frame 10 and the assembly of the vehicle 1 mayinclude the process step of assembling the extension member 120 of thefront blocker structure 100 to the base member 110 after the vehicleframe 10 has been transported to the assembly plant form the vehicleframe product plant or location. As indicated, the extension member 120is coupled to the base member 110 using fasteners 160. In thismanufacturing scenario, it is possible to produce the vehicle frames 10including the base members 110 welded to the side frame rails 11 and 12in a first vehicle frame manufacturing or production location and thenship the vehicle frames 10 to another location such as a vehicleassembly plant. The vehicle frames 10 may be stacked vertically and thenthe stacks of vehicle frames 10 may be loaded on a rail car or othercarrier for shipping between locations. To reduce the costs of shippingit is desirable to have the stacks of vehicle frames 10 located asclosely as possible together. In this particular exemplary embodiment,it should be appreciated that since vehicle frame 10 is shipped withoutthe extension member 120 coupled to the base member 110 there will be noloss in the shipping density of the stacks of vehicle frames 10 on therail car. Accordingly, in the present exemplary embodiment, the basemembers 110 are welded to the side frame members 11 and 12 during theassembly and production of the vehicle frame 10 and the base members 110are sized such that the first end 112 of the base member 110 extendsoutboard of the side frame members 11 and 12 only a limited distancesuch that multiple vehicle frames 10 may be stacked for shipping to thevehicle assembly plant without any loss to the stacking density of thestacks of vehicle frames 10 as compared to the stacking density of thestacks of vehicle frames before the inclusion of the front blockerstructure 100 according to the present disclosure. The same principlesmay also be applied to the other blocker structures of the exemplaryembodiments of the present disclosure.

In one alternate exemplary embodiment according to the presentdisclosure, it may be noted that it is possible for both the base member110 and the extension member 120 to be assembled to the vehicle frame 10at the vehicle assembly plant after the vehicle frames 10 have beenshipped to the vehicle assembly plant without any loss in the stackingdensity of the vehicle frames 10. In one alternate exemplary embodiment,the vehicle frame 10 may be produced with the multiple openings 41 and51 in the side frame rails 11 and 12 and then the base members 110 maybe coupled to the side frame rails 11 and 12 at the vehicle assemblyplant. This alternate construction and method of production for thefront blocker structure 100 has particular utility when a one-piecefront blocker structure may be desired.

Referring now in particular to the alternate exemplary embodiment of thepresent disclosure of FIGS. 2 and 11, there is disclosed a front blockerstructure 180. The front blocker structure 180 may generally be similarin overall construction and application as the front blocker structure100. The front blocker structure 180 may include a base member 110, acab mounting bracket 150 and a cab support mount 170 that are generallythe same as the front blocker structure 100. The front blocker structure180 may include an extension member 190 having a unique construction ascompared to the extension member 120 of the blocker structure 100.

The extension member 190 has a generally rectangular design andgenerally extends longitudinally and includes a longitudinal axis. Theextension member 190 may include a first end 192 including an opening orpassage 195 extending distally from the end 192 in a manner similar tothe opening 145 in the end 122 of the extension member 120. Theextension member 190 may further include holes 196 located distally fromthe end of the opening 195. The holes 196 may be distally located to bealigned with the holes 116 of the base member 110 when the end 192 ofthe extension member 190 is received in the passage 111 of the basemember 110. The holes 196 may be located and sized appropriately toreceive the fasteners 160 for coupling, or bolting on, the extensionmember 190 to the base member 110. The extension member 190 may includea car forward side 188 including an angle 182 from which an angledportion 185 extends and a car rearward side 189 including an angle 183from which the angled portion 185 extends toward the end 191. The end191 of the extension member 190 includes a lower portion 193 which isfolded from the bottom surface of the extension member 190 and extendsupward and an upper portion 194 which is folded from the top surface ofthe extension member 190 and extends downward as best shown in FIG. 11.In one exemplary embodiment of the present disclosure, the extensionmember 190 may preferably be produced as a single piece of high strengthor ultrahigh strength sheet metal that may be stamped, punched, foldedand formed into the shaped extension member 190 and including a seam181.

While the vehicle 1 of the present disclosure is shown as including botha front blocker structure 100 and a rear blocker structure 200, itshould be understood that it is possible to include either and/or bothof the blocker structures on the vehicle as may be desired orappropriate for managing the crash forces and movement of the tire 3during the offset frontal impact to the vehicle 1 to limit intrusioninto the passenger compartment 5. Generally, the rear blocker structure200 may be designed and constructed in a manner similar to the frontblocker structure 100. The rear blocker structure 200 may be coupled tothe left-hand and right-hand side frame rail members 11 and 12,respectively, of the vehicle frame 10. The left-hand frame rail member11 may again include the opening 41 in which and end of the rear blockerstructure 200 may be inserted and passed through the left-hand framerail member 11. The end of the rear blocker structure 200 may be coupledto the left-hand frame rail 11 using a MIG welding process. Referringnow in particular to FIGS. 2 through 5 and 12, there is disclosed inmore detail the rear blocker structure 200 according to an exemplaryembodiment of the present disclosure.

The rear blocker structure 200 may include a base member 210 which isshown in phantom lines in FIG. 12 to better show the coupling of anextension member 230 of the blocker structure 200 to the base member210. The base member 210 includes an end 212 and has a generally squarecross-section tubular shape including an opening or passage 211extending between the ends of the base member 210. The base member 210extends longitudinally and may include a bend or angle 205 along itslongitudinal axis. The bend 205 is located outboard of the side of theleft-hand frame rail 11 and aligns the end 212 of the base member andtherefore the extension member 230 in a direction to avoid interferingwith the envelope of the wheel 2 defined by the movement of the wheel 2during normal operation of the vehicle 1. The extension member 230 maybe a generally rectangular or square cross-section tubular shaped memberincluding a passage extending from a first end 231 to a second end 232which is inserted in the passage 211 of the base member 210. Theextension member 230 may generally have any shaped cross-sectionappropriate for the noted application. The extension member 230 may havea generally longitudinal extent including a longitudinal axis. Theextension member 230 includes a first portion 233 including a firstportion of the longitudinal axis and a second portion 234 including asecond portion of longitudinal axis. The first portion 233 is angularlyoffset from the second portion 234 by a bend 235. Accordingly, thelongitudinal axis of the first portion 233 is also angularly offset fromthe longitudinal axis of the second portion 234. The sizes and angles ofthe first and second portions 233 and 234, respectively, and the bend to35 are selected to locate the second blocker structure 200 proximal theenvelope of the wheel 2 so that the second blocker structure 200 is onlyengaged by the wheel 2 due to an impact to the vehicle 1 causing thewheel 2 to be moved toward and engage the rear blocker structure 200which, being coupled unanchored in the frame rail 11, limits themovement of the wheel 2 toward the passenger compartment 5 of the cab 6.

The base member 210 and the extension member 230 each include holes (notshown) for receiving the bolts or fasteners 260 for coupling or boltingon the extension member 230 to the base member 210. Similar to the frontblocker structure 100, the bolt on feature and structure of the rearblocker structure 200 allows the extension member 230 to be coupled tothe base member 210 at the vehicle assembly plant and therefore allowsfor the continued use of the existing vehicle frame 10 transportationresources and maintaining the existing vehicle frame 10 shippingdensity. The use of the bolt on extension member 230 to the base member210 further allows for continued use of the suspension alignment unitsand the existing frame and pedestal lines in the vehicle assembly plant.The rear blocker 200 may include the bolt on the clip 240 located in thepassage 211 of the base member 210 as best shown in FIGS. 12 and 12A.

The clip or support member 240 may be a generally planar sheet metalpiece of material including a first formed end 241 and a second formedend 242 separated by a middle or bight portion 243. The ends 241 and 242of the clip support 240 are formed to include generally circular orround-shaped passages 245 and 246, respectively, for providing a passagebetween the hole in the upper surface of the base member 210 and thehole in the lower surface of the base member 210 so that the shank ofthe fastener 260 may be easily and accurately passed through the passage211 of the base member 210. In particular, the clip support 240 may belocated in the passage 211 of the base member 210 and extendsubstantially between the upper surface and the lower surface of thepassage 211 and may be welded in place using any known or appropriateweld type or process. The clip support 240 may provide additionalsupport to the tubular structures of the base member 210 and theextension member 230 to allow the fasteners 260 to be torquedsufficiently tight without impairment to the members 210 and 230,respectively, and their connection. It is contemplated that the clipsupport 240 may be used with any of the blocker structures 100, 180, 200and 300 of the present disclosure.

The bolt on front and rear blocker structures 100 and 200 respectivelyprovide many advantages including the ability to design and implement amore optimal and tunable design by providing ability to select differentmaterial thicknesses for the base members 110 and 210 from the extensionmembers 120 and 230, respectively.

In one exemplary embodiment of the present disclosure as best shown inFIGS. 13 through 16, there is disclosed a blocker structure 300including a tire puncture or deflation device 310. The tire deflationdevice 310 of the blocker structure 300 may cause the tire 3 of thewheel 2 to deflate during an offset frontal impact thereby reducing theamount of mass and structure of the wheel 2 moving toward the passengercompartment 5 of the vehicle cab 6. Referring in particular to FIG. 14,the blocker structure 300 includes an extension member 310 having a carrearward side 313 and a car forward side 334. The extension member 310is a generally longitudinal structure including a first end bolted ontothe base member 110 using the bolts are fasteners 160. The extensionmember 310 has a generally rectangular cross-section in a directionperpendicular or normal to its longitudinal axis. In particular, theside 334 is at an angle to the side 313 such that the cross-sectionbecomes smaller or distal from the base member 110. The extension member310 extends to an end 335 which includes a car rearward facing tiredeflation device 336 in the form of a sharp or angled point or edgealigned in a direction intersecting the tire 3 of the wheel 2 such thatan offset impact similar to that shown in FIG. 1 will cause the blockermembers 300 to move toward the wheel 2. Once the blocker member 300moves sufficiently toward the wheel 2, the tire deflation device 336sufficiently engages the tire 3 rupturing its integrity and releasingthe pressurized air or other fluid contained therein, as best shown inFIG. 16. The tire deflation device 336 is preferably designedsufficiently such that any body structure or other materials, such asthose used to close out the internal vehicle structures and provide anappropriate outward finished appearance to the vehicle 1, locatedbetween the blocker member 300 and the tire 3 of the wheel 2 will notprevent the tire deflation device 336 from being effective during theoffset frontal impact to the vehicle 1.

In one exemplary embodiment of the present disclosure it is understoodthat any of the features of the various blocker structures 100, 180, 200and 300 may be used with any of the other blocker structures. In onespecific example, it may be possible to use the extension member 120 ofthe blocker structure 100 and include a tire deflation device 310therein. Additionally, it is expressly contemplated by the presentdisclosure that it may be possible for the tire deflation device 310 tobe incorporated in the rear blocker structure 200 such that the tire 3of the wheel 2 will not be deflated by the tire deflation device 310until the frontal impact causes the front blocker structure 100 or 180or 300 to move car rearward until it impacts the wheel 2 and moves itinto engagement with the rear blocker structure 200. It is expresslycontemplated by the present disclosure that any and all suchcombinations and substitutions of parts is possible. In another specificexample, it is expressly contemplated that the clip 240 of the rearblocker structure 200 may be used for coupling any extension member toany base member. For example, the clip 240 may be welded in the passage111 of the base member 110 for bolting on the extension member 120 usingthe bolts 160.

Any numerical values recited herein or in the figures are intended toinclude all values from the lower value to the upper value in incrementsof one unit provided that there is a separation of at least 2 unitsbetween any lower value and any higher value. As an example, if it isstated that the amount of a component or a value of a process variablesuch as, for example, temperature, pressure, time and the like is, forexample, from 1 to 90, preferably from 20 to 80, more preferably from 30to 70, it is intended that values such as 15 to 85, 22 to 68, 43 to 51,30 to 32 etc. are expressly enumerated in this specification. For valueswhich are less than one, one unit is considered to be 0.0001, 0.001,0.01 or 0.1 as appropriate. These are only examples of what isspecifically intended and all possible combinations of numerical valuesbetween the lowest value and the highest value enumerated are to beconsidered to be expressly stated in this application in a similarmanner. As can be seen, the teaching of amounts expressed as “parts byweight” herein also contemplates the same ranges expressed in terms ofpercent by weight. Thus, an expression in the Detailed Description ofthe Invention of a range in terms of at “‘x’ parts by weight of theresulting polymeric blend composition” also contemplates a teaching ofranges of same recited amount of “x” in percent by weight of theresulting polymeric blend composition.”

Unless expressly stated, all ranges are intended to include bothendpoints and all numbers between the endpoints. The use of “about” or“approximately” in connection with a range applies to both ends of therange. Thus, “about 20 to 30” is intended to cover “about 20 to about30”, inclusive of at least the specified endpoints.

The use of the term “consisting essentially of” to describe acombination shall include the elements, ingredients, components or stepsidentified, and such other elements ingredients, components or stepsthat do not materially affect the basic and novel characteristics of thecombination. The use of the terms “comprising” or “including” todescribe combinations of elements, ingredients, components or stepsherein also contemplates embodiments that consist essentially of theelements, ingredients, components or steps. By use of the term “may”herein, it is intended that any described attributes that “may” beincluded are optional.

The disclosure of “a” or “one” to describe an element, ingredient,component or step is not intended to foreclose additional elements,ingredients, components or steps. Plural elements, ingredients,components or steps can be provided by a single integrated element,ingredient, component or step. Alternatively, a single integratedelement, ingredient, component or step might be divided into separateplural elements, ingredients, components or steps.

It is understood that the present description is intended to beillustrative and not restrictive. Many embodiments as well as manyapplications besides the examples provided will be apparent to those ofskill in the art upon understanding the present disclosure. The scope ofthe claimed invention should, therefore, not be determined with limitingreference to the description, but should instead be determined withreference to the appended claims, along with the full scope ofequivalents to which such claims are entitled. Any disclosure of anarticle or reference, including patent applications and publications, isincorporated by reference herein for all purposes. Any omission in thefollowing claims of any aspect of subject matter disclosed herein is nota disclaimer of such subject matter.

1.-18. (canceled)
 19. A vehicle frame comprising: a frame rail and asecond frame rail spaced from the frame rail; a cross-member extendingfrom the frame rail to the second frame rail; a blocker fixed to theframe rail and extending outwardly from the frame rail; and a cab mountbracket supported on the blocker; wherein the frame rail is deformablebetween the cross-member and the front blocker in response to a smalloffset frontal impact.
 20. The vehicle frame as set forth in claim 19wherein the blocker is configured to transfer energy to the frame railduring the offset frontal impact.
 21. The vehicle frame as set forth inclaim 19 further comprising a bumper mount bracket fixed to the framerail, wherein the frame rail extends from the cross-member to the bumpermount bracket, and wherein the blocker is positioned along the framerail between the cross-member and the bumper mount bracket.
 22. Thevehicle frame as set forth in claim 21 further comprising a shock towerbracket coupled to the frame rail, the cross-member being positionedalong the frame rail between the shock tower bracket and the blocker.23. The vehicle frame as set forth in claim 19 wherein the blockerextends from the frame rail to a free end spaced from the frame rail,the blocker tapering toward the free end.
 24. The vehicle frame as setforth in claim 19 wherein the blocker is cantilevered from the framerail.
 25. The vehicle frame as set forth in claim 19 wherein the blockeris welded to the frame rail.
 26. The vehicle frame as set forth in claim19 further comprising a resilient cab mounting support coupled to thecab mount bracket.
 27. The vehicle frame as set forth in claim 26wherein the resilient cab mounting support and the cab mount bracketeach define a hole aligned with each other.
 28. The vehicle frame as setforth in claim 19 wherein the cab mount bracket and the blocker eachdefine a hole aligned with each other.
 29. The vehicle frame as setforth in claim 19 further comprising another blocker extending from theframe rail spaced from the blocker.
 30. The vehicle frame as set forthin claim 19 further comprising a cab mounted to the cab mount bracket ina body-on-frame construction.